Train control system



March 14, 1933. R. c. LEAKE 1,901,754

TRAIN CONTROL SYSTEM Filed Feb. 27, 1950 5 Sheets-Sheet 1 Hal.

as Q 2 2e X 1 1 7 15 HHM 1's "-1. 39!" f 23 I r 25 g 2 I NVENTOR %%0RNEYI March 14, 1933. R, c. LEAKE ed Feb. 27, 1930 5 Sheets-Sheet 2 INVENTORBY '78. $3M

' ATTORNEY March 14, 3933. R. c. LEAKE TRAIN CONTROL SYSTEM Filed Feb.27, 1930 3 Sheets-Sheet 5 ATTORNEY INVENTOR BY 8.

Patented Man 1 1, 1933 arena RICHARD C. LEAKE, OF ROCHESTER, NEW YORK,ASSIGNGB TO GENERAL EAILVIAY.

SIGNAL COMPANY, OE ROCHESTER, NEW 1 033 TRAIN CONTROL SYSTEM Applicationfiled February 27, 1930. Serial No. 431,769.

This invention relates in general to automatic train control systems,and has more particular reference to an electro-magnetic valveparticularly adapted for use in such systems.

in train control systems such, for example, as disclosed in detail inthe Reicha-rd application S. N. 358,577 filed April 27, 1929, there isemployed an electro-magnetic valve which, when energized, prevents anauto matic application of the brakes, and when ale-energized, vents theair l ne or equivalent part, to cause automatic brake application.

{)ne of the obj ects of the present invention is to provide anelective-magnetic valve, for train control systems, having an improvedcore structure and adjusting means therefor whereby to permit ready andaccurate ad justment of the same.

Another object of the present invention is to provide an improvedconnection between an electrically operated spindle and the stem of avalve operated by such spindle, together with adjusting means for suchconnection.

A further object of the present invention is to provide improvedarmature stop means having improved adjusting means therefor.

Further objects, purposes and character istic features of this inventionwill appear as tie description orogresses, reference being made to theaccompanying drawings, showing, solely by way of example, and in nomanner whatsoever in a limiting sense, one form which the invention canassume. In the drawings Fig. 1 is a sectional side elevation of anembodiment of the invention.

Fig. 2 is a rear elevation of the invention.

3 is a top plan view of the invention.

Fig. 1 is a fragmentary rear elevation of the invention with partsremoved for clearness in the showing.

Fig. 5 is a longitudinal sectional detailed view of an adjusting cammember included in the invention.

Referring now to the drawings, and first to Fig. 1, t iere is here showna support plate 1 which is furnished with bolt holes 2, for

bolts for clamping the plate to a receiving casing.

On the face of the plate 1, is a projecting lug 3 and below this lug 3is an L-shaped bracket 4.

Carried in a threaded aperture in the lug 3, is a valve housing 5,having an inlet port 6 for connection to the air line or equivalent partof a usual air brake system, and exhaust ports 7 to atmosphere,communication between the stem 9 carrying a spring 10 for biasing thevalve 8 to open position to allow communication between the ports 6 and7 Carried by roller bearings 11 and 12 respectively in the bracket atand the plate 1, is a spindle 13 to which is keyed a sleeve 14 carrying(integral or otherwise therewith) a sidewise projecting cuplikevalveoperating member 15 as clearly shown in Fig. 1. Within the cupmember 15 is a plunger 16 contacting with the lower end of the valvestem 9, and forced toward the valve stem 9 by a spring 17 the tension ofwhich can be readily adjusted by a threaded plug 18 which is accessiblethrough an aperture 19 in the lower part of bracket 1, upward movementof plunger 16 within its cup 15 being limited by a transverse partition20. 1

Spring 17 is considerably stronger than spring 10, whereby, in theposition of parts as shown in Fig. 1, spring 17 overcomes the tendencyof spring 10 to open valve 8 and hence maintains this valve closed toprevent venting the port 6 to atmospher G11 rocking of the spindle 18 inadirection to lower the cup 15, the end of plunger 16 is moveddownwardly away from the end of valve stem 9 to allow spring 10 to openthe valve 8 and vent the air line to atmosphere. The possible angularrocking movement of spindle 13 is so small, a described just below, thatthe plunger 16 cannot move out of op erative alignment with valve stem9, the contacting surfaces of 16 and 9 sliding on each other.

On the rear face of plate 1 is carried the electromagnetic structure foroperating the spindle 13 and its assoviated parts. Fastened to tl espindle 18, is an armature 21 which can rock at each end between camadjusting stop posts 22, and upstanding spaced legs 23 of a stop bracketadjustable in position by the post 22. In this manner, the extent ofrocking movement of spindle 13, is very limited. The armature is underthe influence of two U-shaped cores 2%, each carrying two energizingcoils 25, and are tastened, as by means of screws 25 to support saddles26, with the saddles in turn fastened to the rear face of plate 1, byscrews 27.

The armature and core structure is preferably of laminated construction,to minimize electrical losses, and the brackets 23 and saddles 26 are ofbrass or other nonmagnetic material, as also is the plate and its varous support lugs and brackets.

Carried on the plate 1, are terminal posts 28, for connection or lead-inwires, (not shown).

As best shown in Fig. at, the armature 21 under the influence of thecores 24;, operates at each end between the upstanding legs 23 of thestop bracket 23 and the adjusting and stop post 22. Each bracket 23 isadjustable by means of a cam 29, on the corresponding post 22, wherebyto give an adjustment of this bracket in any direction parallel to theplate 1, this adjustment being permitted by means of oversized openingsin the bracket 23, through which pass the clamping and fastening screws31.

A like adjustment is provided for each of the saddles 26, by their camadjusting members 22 each having a cam 29 and operating to adjust thesaddle 26 in exactly the same manner as the bracket 23 is adjusted; hereagain the adjustment being permitted by the oversized openings 30through which pass the clamping screws 27.

An additional adjustment is provided for the saddle 26, by means ofscrews 32 carried in lugs fixed on the plate 1, the ends of screws 32hearing against rear faces 84 of bosses on the saddle. whereby to givean adjustment of the saddle at right angles to the length of thearmature. I

lVith the various adjusting means dcscribod above, it is readilypossible to bring the pole faces 2% of the cores 2a to be exact-- lyparallel with the co-acting faces of the armature when in attractedposition, and also to adjust the stop saddle 23 so that its stop arms 23space the armature in energized position at a short distance out oicontact with the pole f ces, so as to perform the function of usualresidual pins.

The entire structure, as described above, operates in a manner whichshould now be readily apparent. hen the coils 25 are energized. theparts assume the positions shown in the drawings, with the armature 21against the stop arms 22 so as to rock the spindle 13 to bring theoperating plunger 16 against the lower end of stem 9 so as to close thevalve 8, whereby to prevent venting of the port 6 to atmosphere.

On de-energization of the coils 25, the valve spring 10 moves valve stem9 downwardly to open the valve 8 and vent the port 6 to atmosphere, andin rocking the spindle 13, it moves the armature 21 to its de-cnergizedposition in which it bears against the cam adjusting stop posts 22.

The above rather specific (escription of one form of this invention, isgiven solely by way of example, and is not intended, in any mannerwhatsoever, in a limiting sense. Obviously, the invention can assumevarious different physical forms, and is susceptible of numerousmodifications, and all such forms and modifications, as come within thescope of the appended claims are intended to be covered by thisapplication.

Having described my invention, I now claim 1. In a valve for automatictrain control systems, in combination, a support plate, a spindlepivoted in the plate, a valve housing on the plate, a valve in thehouslng, a stem on the valve, biasing means for biasing the valve toopen position, a cup member carried by the spindle, a separate springpressed plunger in the cup member with one end bearing against the stemon said valve for operating the valve, and electro-magnetic structurefor operating the spindle.

2. In a valve for automatic train control systems, in combination, asupport plate, an L-shaped arm on the plate, a spindle pivoted in theplate and arm, a projecting lug on the plate, a valve housing adjustablyheld in the lug on the plate, a valve in the housing and biased to openposition, a cup carried on a sleeve keyed to the spindle, an adjustablyspring pressed plunger in the cup with one end bearing against a stem onsaid valve for operating the valve, and electro-magnetic structure onthe plate for operating the spindle.

3. In a valve for automatic train control systems, in combination, aplate, a valve and valve housing on the plate, a spindle pivoted in theplate and positioned to operate said valve, an armature fixed to saidspindle, and a support saddle positioned adjacent each end of thearmature and at opposite sides thereof respectively, screw and slotmeans for clamping the saddle to the plate, a U-shaped core detachablymounted on the saddle, a pivoted pin passing through the saddle andplate, and a cam on the pin cooperating with a cam receiving opening foradjusting the saddle relatively to the plate.

4. In a valve for automatic train control systems, in combination, aplate. a valve and valve housing on the plate, a spindle pivoted in theplate and positioned to operate said valve, an armature fixed to saidspindle, and a support saddle positioned adjacent each end of thearmature and at opposite sides thereof respectively, screw and slotmeans for clamping the saddle to the plate, a U-shaped core detachablymounted on the saddle, a pivoted stop pin passing through the saddle andplate, a cam on the pin cooperating with a cam receiving opening foradjusting the saddle relatively to the plate, a stop bracket clainpableto the plate by pin and slot connections, an upstanding stop arm on thebracket lying in the path of movement of the armature, and a pivoted campin for adjusting the bracket with respect to the plate.

5. In a valve for automatic train control systems, in combination, aplate, a valve and valve housing on the plate, a spindle pivoted in theplate and positioned to operate said valve, an armature fixed to saidspindle, and a support saddle positioned adjacent each end of thearmature and at opposite sides thereof respectively, screw and slotmeans for clamping the saddle to the plate, a U-shaped core detachablymounted on the saddle, a pivoted stop pin passing through the saddle andplate, and a cam on the pin cooperating with a cam receiving opening foradjusting the saddle relatively to the plate, an upstanding boss on thesaddle, a lug on the plate, and a screw in the lug and bearing againstthe boss for further adjustment of the saddle on the plate.

6. In a valve for automatic train control systems, in combination, aplate, a valve and valve housing on the plate, a spindle pivoted in theplate and positioned to operate said valve, an armature fixed to saidspindle, a support saddle positioned adjacent each end of the armature,and at opposite sides thereof respectively, screw and slot means forclamping the saddle to the plate, a U-shaped core detachably mounted onthe saddle, a pivoted pin passing through the saddle and plate, and acam on the pin cooperating with a cam receiving opening for adjustingthe saddle relatively to the plate, a stop bracket clampable to theplate by pin and slot connections, an upstanding stop arm on the bracketlying in the path of movement of the armature, and a pivoted cam pin foradjusting the bracket with respect to the plate, an upstanding boss onthe saddle, a lug on the plate, and a screw in the lug and bearingagainst the boss for further adjustment of the saddle on the plate.

7 7. In a valve for train control systems, in combination, a supportplate, a spindle pivoted in the plate, a valve operable by the spindle,an elongated armature fixed at its center to the spindle, U-shapedmagnetic cores respectively at opposite sides of the two ends of thearmature pin and slot means for clamping the cores in position on theplate, cam adjusting means for each core,

a stop bracket at each end of the armature, cam means for adjusting thebrackets on the plate, and spaced upstanding stop arms on each bracketpositioned adjacent the ends of the cores.

8. In a valve. for train control systems, in combination, a supportplate, a spindle pivoted in the plate, a valve operable by the spindle,an elongated armature fixed at its center to the spindle, a U-shapedmagnetic core at each of opposite sides of the two ends of the armature,pin and slot means for clamping the cores in position on the plate, camadjusting means for each core, a stop bracket at each end of thearmature cam adjustable on the plate and having'spaced upstanding stoparms positioned adjacent the ends of the core, and a double set screwadjustment for each core.

In testimony whereof I aflix my signature.

RICHARD C. LEAKE.

